US6807934B2 - Stop and start control apparatus of internal combustion engine - Google Patents

Stop and start control apparatus of internal combustion engine Download PDF

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Publication number
US6807934B2
US6807934B2 US10/762,539 US76253904A US6807934B2 US 6807934 B2 US6807934 B2 US 6807934B2 US 76253904 A US76253904 A US 76253904A US 6807934 B2 US6807934 B2 US 6807934B2
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Prior art keywords
crank angle
internal combustion
combustion engine
stop
engine
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US10/762,539
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US20040149247A1 (en
Inventor
Kenji Kataoka
Yasushi Kusaka
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Toyota Motor Corp
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Toyota Motor Corp
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Assigned to TOYOTA JIDOSHA KABUSHIKI KAISHA reassignment TOYOTA JIDOSHA KABUSHIKI KAISHA ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: KATAOKA, KENJI, KUSAKA, YASUSHI
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/08—Circuits or control means specially adapted for starting of engines
    • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • F02N99/002—Starting combustion engines by ignition means
    • F02N99/006—Providing a combustible mixture inside the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/009—Electrical control of supply of combustible mixture or its constituents using means for generating position or synchronisation signals
    • F02D2041/0095—Synchronisation of the cylinders during engine shutdown
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/005—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation
    • F02N2019/007—Aiding engine start by starting from a predetermined position, e.g. pre-positioning or reverse rotation using inertial reverse rotation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2200/00—Parameters used for control of starting apparatus
    • F02N2200/02—Parameters used for control of starting apparatus said parameters being related to the engine
    • F02N2200/021—Engine crank angle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/10—Control related aspects of engine starting characterised by the control output, i.e. means or parameters used as a control output or target
    • F02N2300/104—Control of the starter motor torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N2300/00—Control related aspects of engine starting
    • F02N2300/20—Control related aspects of engine starting characterised by the control method
    • F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a stop and start control method of a vehicle which performs a crank angle stop position control at the time of stopping an internal combustion engine and selects an optimal engine start method based on the state of a crank angle stop position after stopping.
  • an engine stop and start control apparatus for automatically stopping an engine when the vehicle stops and automatically restarting the engine to start the vehicle when an instruction to start is given from the stopped state, in order to reduce a fuel consumption amount and exhaust gas during idling, from the viewpoint of environmental conservation, resources and energy saving or the like.
  • an engine start apparatus for restarting the engine by the starter, in which the crankshaft is rotated in reverse direction, before the vehicle starts next time, to the crank angle stop position where the starting torque becomes smaller, when the starter is rotated in the normal direction during the stop control of the vehicle and the crank angle is at the crank angle stop position where the starting torque of the starter is large, in order to improve starting performance at the time of starting the engine.
  • Japanese Patent Application Laid-Open No. 2000-283010 for restarting the engine by the starter, in which the crankshaft is rotated in reverse direction, before the vehicle starts next time, to the crank angle stop position where the starting torque becomes smaller, when the starter is rotated in the normal direction during the stop control of the vehicle and the crank angle is at the crank angle stop position where the starting torque of the starter is large, in order to improve starting performance at the time of starting the engine.
  • the present invention has been achieved in order to solve the above problems. It is an object of this invention to provide an engine start control method which makes an engine promptly and reliably restart based on the state of a crank angle stop position after a stop control.
  • a stop and start control apparatus of an internal combustion engine including a stop control unit which controls a crank angle of the internal combustion engine within a range of a predetermined crank angle at a time of stopping the internal combustion engine, and a start control unit which starts the internal combustion engine by a cranking unit at a time of starting the internal combustion engine, wherein the start control unit starts the internal combustion engine by different methods when there is a probability that the internal combustion engine does not stop within the range of the predetermined crank angle and when the internal combustion engine stops within the range of the predetermined crank angle.
  • the stop control of the internal combustion engine is performed in the idling stop so that the crank angle is within a predetermined crank angle range.
  • the predetermined crank angle range is prescribed as a crank angle range in which an energy needed to start the engine at the time of the next engine start is small.
  • the internal combustion engine stops within the predetermined crank angle range at the time of starting, the internal combustion engine is started by a predetermined cranking unit.
  • the start is performed by another method which is different from the start method of the internal combustion engine by the above-described cranking unit.
  • the start of the internal combustion engine can be promptly and reliably performed by an appropriate cranking unit.
  • the cranking unit may be an electric motor
  • the start control unit may start the internal combustion engine by applying, by the electric motor, a larger torque when there is a probability that the internal combustion engine does not stop within the range of the predetermined crank angle than when the internal combustion engine stops within the range of the predetermined crank angle.
  • the start control unit may start the internal combustion engine by a first electric motor when the internal combustion engine stops within the range of the predetermined crank angle, and by a second electric motor different from the first electric motor when there is a probability that the internal combustion engine does not stop within the range of the predetermined crank angle.
  • the electric motors having the large torque and having the small torque are utilized.
  • the electric motor having the small torque is utilized when the engine stops within the range of the predetermined crank angle.
  • the electric motor having the large torque is utilized when there is a probability that the engine does not stop within the range of the predetermined crank angle, thereby to reliably start the engine.
  • the first electric motor may be a motor generator functioning as a motor and an electric generator
  • the second electric motor may be a DC starter functioning as a motor.
  • the first electric motor which functions as a motor, can also function as an electric generator.
  • charge can be performed by supplying generated power to a power supply unit during braking, such as reducing speed of a vehicle.
  • the second electric motor which is utilized at the time of the first starting of the internal combustion engine, may be the DC starter functioning as the motor.
  • the start control unit may start the internal combustion engine by combusting, during an expansion stroke, a fuel supplied at the time of stopping the internal combustion engine when the internal combustion engine stops within the range of the predetermined crank angle, and the start control unit may start the internal combustion engine by the electric motor when there is a probability that the internal combustion engine does not stop within the range of the predetermined crank angle.
  • the case when there is a probability that the internal combustion engine does not stop within the range of the predetermined crank angle may be a case when an actual crank angle at the time of stopping the internal combustion engine is out of the range of the predetermined crank angle.
  • the actual crank angle may be outputted from the crank angle sensor detecting the crank angle of the internal combustion engine.
  • the actual crank angle can be appropriately and reliably detected.
  • the case when there is a probability that the internal combustion engine does not stop within the range of the predetermined crank angle may include a case when an estimation accuracy of an estimating processing of the crank angle at the time of stopping the internal combustion engine is smaller than a predetermined standard.
  • the estimating processing may estimate the crank angle based on an output from the crank angle sensor of the internal combustion engine and rotation detecting output from the electric motor serving as the cranking unit. According to this feature, since the crank angle is estimated based on the output from the crank angle sensor and the rotation detecting output from the electric motor, the crank angle can be estimated with high accuracy. Moreover, in another example, the estimating processing may correct the rotation detecting output from the electric motor by the output from the crank angle sensor. According to this feature, the electric motor can detect the rotation output of a crankshaft with high accuracy, and at the same time, reverse rotation can also be detected.
  • the case when there is a probability that the internal combustion engine does not stop within the range of the predetermined crank angle may include a case when there is a probability that the crank angle changes after the stop of the internal combustion engine.
  • the case when there is a probability that the crank angle changes may be a case when the crank angle changes by receiving an external force after the stop of the internal combustion engine.
  • the case when there is a probability that the crank angle changes may be the case when the crank angle changes, e.g., the vehicle is moved due to the external force caused by the slop when the vehicle stops on the climbing lane after stopping of the internal combustion engine.
  • the stop control unit may automatically stop the internal combustion engine when a predetermined stop condition is satisfied, and the start control unit may automatically start the internal combustion engine when a predetermined start condition is satisfied.
  • the stop and start control of the internal combustion engine according to the present invention can be preferably applied to idling stop control of a so-called economic-running vehicle or a hybrid vehicle.
  • an appropriate cranking unit can be selected in accordance with the state of the crank angle stop position after the stop control, and the internal combustion engine can be promptly and reliably started.
  • FIG. 1 shows a system configuration of a vehicle to which an engine stop and start control, according to the present invention, is applied;
  • FIG. 2 is a schematic block diagram of an engine according to the present invention.
  • FIG. 3 is a view showing a configuration of a crank angle sensor and a cam angle sensor
  • FIGS. 4A, 4 B, 4 C and 4 D show output signal waveforms of a crank angle sensor and a cam angle sensor
  • FIG. 5 is a graph showing a transition of a number of engine revolution by an engine stop control
  • FIG. 6 is a graph showing a state of a change of a crank angle position by an engine stop control
  • FIG. 7 is a block diagram showing a configuration example of the engine stop position estimating apparatus according to an embodiment of the present invention.
  • FIG. 8 is a table showing characteristics of each sensor output signal used for crank angle estimating processing
  • FIG. 9 is a diagram explaining a crank angle estimating method
  • FIG. 10 shows a flow chart of an engine stop and start control according to the first embodiment
  • FIG. 11 shows a flowchart of an engine stop and start control according to the second embodiment.
  • FIG. 12 shows a flow chart of an engine stop and start control according to the third embodiment.
  • a stop control apparatus of the internal combustion engine according to the present invention is intended for so-called “economic-running” vehicles, hybrid vehicles and the like to which idling stop technique is applied.
  • “An economic-running vehicle” is a vehicle which is equipped with an electric motor (motor generator) mainly for the purpose of starting the engine and which automatically restarts the engine by the motor generator after stopping the engine by the idling stop control.
  • “A hybrid vehicle” is a power train using an engine and a motor generator as power sources. In a hybrid vehicle, both the engine and the motor generator work in combination in accordance with a running state, or are separately used, and power performance which is smooth and excellent in response can be obtained.
  • FIG. 1 shows a system configuration of a vehicle 10 according to the present invention.
  • the vehicle 10 includes a DC starter 1 , an engine 2 , a motor generator 3 which generates electricity by a driving force outputted from the engine 2 and is drivable as a cell motor on the occasion of starting the engine 2 , a motor control unit 4 to control the motor generator 3 and the like, a power supply unit 5 for exchanging electric power with the motor generator 3 and the like via the motor control unit 4 , a power supply cable 6 for connecting the motor generator 3 , the motor control unit 4 and the power supply unit 5 , respectively, a power transmission system 7 for transmitting a driving force generated from the engine 2 to wheels, and the wheels 8 .
  • a DC starter 1 an engine 2
  • a motor generator 3 which generates electricity by a driving force outputted from the engine 2 and is drivable as a cell motor on the occasion of starting the engine 2
  • a motor control unit 4 to control the motor generator 3 and the like
  • a power supply unit 5 for exchanging electric power with the motor generator 3 and the like via the motor control unit 4
  • the DC starter 1 is a dc-type cell motor for starting the engine 2 .
  • the DC starter 1 has a shaft, receives a power supply from a 12V power supply unit when an ignition switch is turned to an ON state, and rotates the shaft.
  • a crankshaft of the engine 2 is rotated and the engine 2 is started.
  • a pinion gear is mounted on a tip end portion of the shaft of the DC starter 1 .
  • the pinion gear is meshed with a ring gear of a flywheel provided at the crankshaft of the engine 2 .
  • cranking Driving the crankshaft to start the engine is called “cranking”.
  • the engine 2 is the internal combustion engine for generating power by exploding air-fuel mixtures (hereinafter simply referred to as “mixture”) in cylinders.
  • mixture air-fuel mixtures
  • gasoline engines with gasoline as a fuel diesel engines with light oil and the like as a fuel, and the like as the internal combustion engines.
  • gasoline engines there are four-cycle gasoline engines which complete one cycle of intake, compression, expansion and exhaust during two rotations of crankshaft to generate power, and two-cycle gasoline engines which complete the aforementioned one cycle during one rotation of crankshaft.
  • the vehicle 10 in this embodiment is assumed to be the four-cycle gasoline engine.
  • FIG. 2 shows one example of a schematic configuration of the engine 2 .
  • An intake port 24 formed at a cylinder head 12 is opened and closed by an intake valve 26 .
  • Intake air is supplied into the intake port 24 via an intake passage 28 .
  • the intake passage 28 is provided with a surge tank 30 , and a throttle valve 32 is provided at an upstream of the surge tank 30 .
  • An opening (throttle opening TA) of the throttle valve 32 is adjusted by an electric motor 34 , and the throttle opening TA is detected by a throttle opening sensor 36 .
  • the engine 2 is a so-called port-injection type engine, and the intake port 24 is provided with a fuel injection valve 14 .
  • An air-fuel mixture is generated by the intake air inside the intake port 24 and the fuel injected into the intake port 24 , and is introduced into the combustion chamber 20 partitioned by the cylinder block 16 , the piston 18 and the cylinder head 12 .
  • the ignition plug 22 is disposed at a ceiling portion of the combustion chamber 20 , and ignites the mixture introduced from the intake port 24 .
  • High pressure fuel is supplied to the fuel injection valve 14 from a high pressure fuel pump (not shown) via a delivery pipe 14 a . This enables the injection of fuel into the combustion chamber 20 from the fuel injection valve 14 even in the last period of the compression stroke. Fuel pressure in the delivery pipe 14 a is detected by the fuel pressure sensor 14 b.
  • the exhaust port 38 formed at the cylinder head 12 is opened and closed by the exhaust valve 40 .
  • Exhaust gas discharged to the exhaust port 38 from the combustion chamber 20 is discharged to the outside via the exhaust passage 42 , an exhaust gas purifying catalyst (not shown) and the like.
  • Reciprocal movement of the piston 18 generated by the combustion of the mixture inside the combustion chamber 20 is converted into rotational movement of the crankshaft 46 via the connecting rod 44 .
  • the crankshaft 46 transmits power to the wheels 8 via a torque converter and a transmission not shown.
  • crankshaft pulley Apart from such a power transmission system, one end of the crankshaft 46 is connected to the pulley 50 (hereinafter, also called “crankshaft pulley”) via the electromagnetic clutch 48 .
  • the pulley 50 is capable of transmitting power to and from other three pulleys 54 , 56 and 58 by the belt 52 .
  • the compressor 60 for an air conditioner is made drivable by the pulley 54
  • the power steering pump 62 is made drivable by the pulley 56 .
  • the other pulley 58 (hereinafter, also called “MG pulley”) is connected to the motor generator 3 .
  • the motor generator 3 has a function as a generator for generating power by the engine driving force from the side of the MG pulley 58 , and a function as a motor for supplying the driving force of the motor generator 3 to the side of the MG pulley 58 .
  • An ECU 70 Engine Control Unit mainly constructed with a microcomputer includes an input-output device, a storage device, a central processing unit and the like, and supervises and controls the whole system of the vehicle 10 .
  • the ECU 70 controls the vehicle 10 to be in an optimal condition based on input information from each sensor and the like provided on the engine 2 .
  • the ECU 70 detects the fuel pressure from the aforementioned fuel pressure sensor 14 b , the throttle opening TA from the throttle opening sensor 36 , a revolving number of motor generator from a rotational frequency sensor included in the motor generator 3 , the voltage of the power supply unit 5 or the current amount of the power supply unit 5 at the time of charge and discharge, a switching state of the ignition switch 72 , a vehicle speed SPD from the vehicle speed sensor 74 , a stamping or depressing amount on an accelerator pedal (accelerator opening ACCP) from the accelerator opening sensor 76 , presence or absence of stamping on a brake pedal from the brake switch 78 , a number of revolution of the crankshaft 46 (i.e., number of engine revolution NE) from an engine revolution number sensor 80 , an intake air amount GA from the air flow meter 82 , the engine cooling water temperature THW from the cooling water temperature sensor 84 , presence or absence of stamping on the accelerator pedal from the idle switch 86 , an air fuel ratio detection value Vo
  • the crank angle sensor 90 is a magnetic type sensor or the like capable of detecting an object to be detected (for example, metal and the like), and is provided at a predetermined position near the crankshaft 46 in the engine 2 . Namely, a gear with projections and depressions being formed on an outer circumference (hereinafter, called “signal rotor”) is attached at a predetermined position on the crankshaft 46 , and the crank angle sensor 90 is provided at an appropriate position to detect the number of teeth of the signal rotor.
  • the crank angle sensor 90 can detect the rotation angle of the crankshaft 46 (hereinafter, called “crank angle”) with resolution of, for example, about 10° to 30° CA.
  • crank angle sensor 90 detects the number of teeth of the signal rotor and outputs it to the ECU 70 and the like as a pulse signal.
  • the ECU 70 counts the pulse signal outputted from the crank angle sensor 90 , and converts it into a crank angle.
  • the ECU 70 and the like detect the crank angle.
  • the crank angle sensor 90 is directly provided in the engine 2 , and therefore it can detect the crank angle as an absolute angle.
  • crank angle sensor 90 outputs one pulse signal to the ECU 70 and the like when it detects one of teeth of the signal rotor. Consequently, the pulse signal outputted from the crank angle sensor 90 is in the same output state irrespective of whether the crankshaft 46 is rotated in a normal direction or a reverse direction, and therefore the ECU 70 and the like cannot detect whether the rotation of the crankshaft 46 is in the normal direction or in the reverse direction.
  • the ECU 70 drives the electric motor 34 to adjust the throttle opening TA, and adjusts the injection timing of the fuel by the fuel injection valve 14 . Further, when an automatic stop condition is established, the ECU 70 controls the fuel injection from the fuel injection valve 14 to automatically stop the operation of the engine 2 . When an automatic start condition is established, the ECU 70 controls the rotation the crankshaft 46 by the driving force of the motor generator 3 transferred via the pulley 58 , the belt 52 , the pulley 50 and the electromagnetic clutch 48 to start the engine 2 . Further, the ECU 70 executes an ignition timing control, and the other necessary controls.
  • the motor generator 3 is connected to the crankshaft 46 through the pulley 50 , the pulley 58 and the belt 52 .
  • One of the crankshaft pulley 50 connected to the crankshaft 46 and the MG pulley 58 connected to the motor generator 3 is rotationally driven, whereby power is transmitted to the other via the belt 52 .
  • the motor generator 3 has the function as the motor (electric motor) rotationally driving by receiving power supply from the power supply unit 5 which will be described later, and has the function as the generator (electric generator) for generating electromotive forces at both ends of a three-phase coil when the motor generator 3 is rotated by receiving the rotational driving force from the wheels 8 .
  • the motor generator 3 functions as the electric motor, the motor generator 3 rotates by receiving the electric power supply from the power supply unit 5 , and transmits the rotational driving force to the crankshaft pulley 50 to rotate the crankshaft 46 to start the engine 2 .
  • the motor generator 3 functions as the electric generator
  • the rotational driving force from the wheels 8 is transmitted to the MG pulley 58 at the side of the motor generator via the crankshaft 46 and the crankshaft pulley 50 to rotate the motor generator 3 .
  • the motor generator 3 is rotated, an electromotive force is generated in the motor generator 3 , and the electromotive force is converted into a direct current via the motor control unit 4 to supply electric power to the power supply unit 5 .
  • the power supply unit 5 is charged.
  • a motor angle sensor 3 a in which a Hall element or the like is preferably applied to a detection portion, is provided at a predetermined position in the motor generator 3 .
  • the motor angle sensor 3 a can detect the rotation angle of the shaft of the motor generator 3 with high resolution of substantially 7.5° CA unit.
  • the motor angle sensor 3 a detects the rotation angle of the shaft.
  • the motor angle sensor 3 a is provided at each of phases U, V and W so as to be able to detect an alternating current of each of the U, V and W phases.
  • Each of the motor angle sensors 3 a detects an alternating current of each of the U, V and W phases and converts it into a pulse signal, and outputs it to the motor control unit 4 .
  • the motor control unit 4 is provided in the engine 2 , and connected to the motor generator 3 and the power supply unit 5 by the power supply cable 6 , respectively.
  • the motor control unit 4 is mainly constructed by an inverter, a converter, a controlling computer or the like.
  • the inverter converts a high voltage direct current from the power supply unit 5 into a predetermined three-phase alternating current to supply electric power to the motor generator 3 .
  • the inverter converts an electromotive force (three-phase alternating current) generated from the motor generator 3 into a direct current suitable for charging the power supply unit 5 .
  • the converter is a DC/DC converting device for converting a predetermined DC voltage into another predetermined DC voltage. Namely, the converter drops the rated voltage (for example, 36 V voltage) of the power supply unit 5 to a predetermined voltage (for example, 12V voltage) to drive auxiliary machines and the like, or charges a 12V power supply unit loaded on the vehicle.
  • a predetermined voltage for example, 12V voltage
  • the controlling computer controls the inverter and the converter. Namely, the controlling computer controls the driving torque and power generation amount of the motor generator 3 in the optimal state, and controls the charge amount to the power supply unit 5 in the optimal state to perform charging. Specifically, when the motor generator 3 functions as the electric motor, the controlling computer controls the driving torque and the power generation amount of the motor generator 3 based on the electric power supplied from the power supply unit 5 . As a result, the motor generator 3 is controlled in the optimal state to function as the electric motor. On the other hand, when the motor generator 3 functions as the electric generator, the controlling computer supplies a predetermined direct current to the power supply unit 5 based on the electromotive force generated from the motor generator 3 to charge the power supply unit 5 .
  • the motor control unit 4 counts the number of pulse signals outputted from the aforementioned motor angle sensor 3 a , and thereby converts the number into the rotation angle of the shaft of the motor generator 3 .
  • the motor control unit 4 converts the converted rotation angle of the shaft into the crank angle based on the rotation ratio of the crankshaft pulley 50 and the MG pulley 58 . As a result, the motor control unit 4 can detect the crank angle with high resolution of substantially 3° CA unit.
  • the motor control unit 4 can detect whether the shaft of the motor generator 3 rotates in the normal or in the reverse direction. Namely, the output state of the pulse signal of each of the phases U, V and W differs when the shaft of the motor generator 3 rotates in the normal direction and in the reverse direction.
  • the pulse signal of each of the phases U, V and W when the shaft of the motor generator 3 rotates in the normal direction is in such an output state according to the phase difference as the pulse signal of the U phase is firstly outputted for a predetermined time, thereafter, the pulse signal of the V phase is outputted for a predetermined time later, thereafter, the pulse signal of the W phase is outputted for a predetermined time later, and they are repeated periodically.
  • the pulse signal of each of the phases U, V and W when the shaft of the motor generator 3 rotates in the reverse direction is in such an output state as the pulse signal opposite to that of the normal rotation. Namely, when the shaft of the motor generator 3 rotates in the reverse direction, each of the pulse signals for the predetermined time is periodically repeated in the order of the W phase, V phase and U phase. For this reason, the motor control unit 4 can detect whether the shaft of the motor generator 3 rotates in the normal or the reverse direction, based on the phase difference between them.
  • the power supply unit 5 is a secondary battery such as a lead battery or a nickel hydrogen battery.
  • the power supply unit 5 is placed at, for example, a rear part of the vehicle 10 to increase space efficiency of the vehicle 10 .
  • the power supply unit 5 may have a rated voltage of 36V, for example.
  • the power supply unit 5 has high input-output characteristics at the time of actuation of the motor generator 3 or in energy regeneration during braking the vehicle. Specifically, the power supply unit 5 supplies electric power to the auxiliary machines, the motor generator 3 and the like. Electric power supply to the motor generator 3 is mainly performed while the vehicle 10 is stopped. When the vehicle 10 is running or braking, the electromotive force generated from the motor generator 3 is converted into a direct current via the motor control unit 4 and supplied to the power supply unit 5 . As a result, the power supply unit 5 can be charged.
  • the power supply cable 6 is connected between the motor generator 3 and the motor control unit 4 , and also between the motor control unit 4 and the power supply unit 5 as described above, and plays the part of passing the direct current and the three-phase alternating current.
  • the power transmission system 7 is mainly constructed by the torque converter, a lock-up clutch, a transmission, a power switching mechanism and the like. As a result of their cooperation, the power transmission system 7 transmits or shuts off the rotational driving force generated from the engine 2 or the motor generator 3 to or from the wheels 8 in accordance with the running state. Also, the power transmission system 7 transmits the rotational driving force from the wheels 8 to the motor generator 3 at the time of braking and the like.
  • the wheel 8 includes tires and the like for transmitting the rotational driving force from the power transmission system 7 to a road surface.
  • rear wheels are shown as the wheels 8 .
  • crank angle sensor 90 examples of the crank angle sensor 90 and the cam angle sensor 92 will be explained.
  • a signal rotor 91 (omitted in FIG. 2) is attached to the crankshaft 46 .
  • 34 teeth (projection portions) 91 a formed at equal angles (here, spaced by 10°) with an axis of the crankshaft 46 as a center and a wide lacked tooth (portion with no teeth existing) 91 b are provided.
  • the length of the lacked tooth portion 91 b corresponds to that of two teeth 91 a .
  • the crank angle sensor 90 is provided to oppose the outer circumferential portion of the signal rotor 91 .
  • NE signal rotation signal of pulse form
  • three projections 27 a , 27 b and 27 c are provided on the outer circumferential surface of the intake camshaft 27 to be arranged at spaces of 90° (corresponding to 180° CA) with an axis of the intake camshaft 27 as a center. Accordingly, a space between the projection 27 a and the projection 27 c at both ends is 180° (corresponding to 360° CA).
  • the cam angle sensor 92 for detecting the projections 27 a to 27 c and outputting the detection signals is provided to oppose these projections 27 a to 27 c .
  • the projections 27 a to 27 c pass near the cam angle sensor 92 .
  • a detection signal in a pulse form is outputted from the cam angle sensor 92 corresponding to each passage of the projections 27 a to 27 c.
  • FIGS. 4A, 4 B, 4 C and 4 D show the signals obtained from the crank angle sensor 90 and the cam angle sensor 92 , which are inputted into the ECU 70 when the engine 2 is driven.
  • FIG. 4A shows a voltage waveform generated in the cam angle sensor 92 according to the rotation of the intake camshaft 27 .
  • FIG. 4B is the waveform obtained by converting the voltage waveform of FIG. 4A into the cam angle signal (G 2 signal) in the pulse form.
  • FIG. 4C shows a voltage waveform generated in the crank angle sensor 90 according to the rotation of the crankshaft 46 .
  • FIG. 4D is the voltage waveform obtained by converting the waveform of FIG. 4C into the NE signal.
  • the number of pulses corresponding to the teeth 91 a is 34 per one rotation (360° CA) of the crankshaft 46 .
  • the space between the pulses is made wide due to the absence of 2 pulses.
  • the number of the portions with the wide pulse space is one per one rotation (360° CA) of the crankshaft 46 .
  • the ECU 70 detects rotation phases of the crankshaft 46 and the intake camshaft 27 based on the NE signal from the crank angle sensor 90 and the cam angle signal from the cam angle sensor 92 .
  • the ECU 70 performs cylinder discrimination for each cylinder (# 1 to # 4 ) based on the rotation phases of the crankshaft 46 and the intake camshaft 27 , and selects the cylinder for which the fuel injection and the ignition should be performed from among the cylinders (# 1 to # 4 ).
  • the vehicle 10 performs various kinds of operations in accordance with various operation states such as stop, start, normal running, accelerative running, braking or the like.
  • the engine 2 is in a stopped state during automatic stop (idling stop) of the vehicle 10 .
  • the motor generator 3 receives the electric power supply from the power supply unit 5 and drives these auxiliary machines without driving the engine 2 .
  • the engine 2 and the motor generator 3 are rotatably connected with each other via the V belt and the respective pulleys. Therefore, when the shaft of the motor generator 3 is rotated, the rotational driving force is transmitted to the engine 2 in this state.
  • the electromagnetic clutch is operated to shut off the rotational driving force from the motor generator 3 so that the crankshaft of the engine 2 is not rotated. This enables to drive only the auxiliary machines without driving the engine 2 .
  • the motor generator 3 raises the number of revolution to the vicinity of the number of idling revolution. Then, when the driver stamps or depresses the accelerator pedal, the motor generator 3 rotates the crankshaft of the engine 2 and automatically restarts the engine 2 .
  • the engine 2 may also be automatically restarted to obtain optimal power performance.
  • the vehicle 10 runs by the driving force from the engine 2 , which is transmitted to the wheels 8 as in the ordinary vehicles.
  • the driving force from the wheels 8 is transmitted to the motor generator 3 and the motor generator 3 performs electric power generation.
  • the motor generator 3 functions as an electric generator, and charges the power supply unit 5 to replenish insufficient electric power of the power supply unit 5 (hereinafter, this operation state will be called “regeneration”).
  • this operation state will be called “regeneration”.
  • the motor generator 3 When the vehicle 10 performs uphill running and accelerative running, the motor generator 3 is driven by using the electric power of the power supply unit 5 in addition to the state during the aforementioned normal running, in order to provide proper power performance, and the rotational driving force by the motor generator 3 may be given to the rotational driving force of the engine 2 (hereinafter, this operation state will be called “assist”). This allows the vehicle 10 to obtain high power performance with effective use of the two power sources, i.e., the engine 2 and the motor generator 3 .
  • the driving force by the wheels 8 is transmitted to the motor generator 3 via the power transmission system 7 and the engine 2 , and the regeneration is performed.
  • the vehicle 10 performs idling stop, namely, automatically stops the engine 2 at the time the vehicle 10 stops. Thereafter, when the driver takes his or her foot off the brake pedal, the motor generator 3 raises its revolution close to the number of idling revolution of the engine 2 . Then, when the driver stamps or depresses the accelerator pedal, the motor generator 3 is rotationally driven, and the rotational driving force automatically restarts the engine 2 .
  • the crank angle is controlled to stop at the optimal crank angle stop position inside the engine 2 at the time of idling stop.
  • accurate stop control is performed by effectively utilizing inertia energy of the engine 2 at the time of stopping the vehicle.
  • the optimal crank angle stop position is assumed to be a stop position of the crank angle, which makes it easy to get over the top dead center of the compression stroke at the time of restarting the engine 2 in the cylinder at the compression stroke.
  • the crank angle stop position is optimal if it is within a range of the crank angle of 90° CA to 120° CA.
  • the ECU 70 executes fuel cut to the engine 2 at a predetermined timing from the idling state, and automatically stops the engine 2 by the inertia energy which the engine 2 has thereafter.
  • the inertia energy which the engine 2 has varies each time according to the number of engine revolution at the time of the fuel cut, and the crank angle stop position differs each time accordingly.
  • the number of engine revolution is kept constant at a predetermined timing after the fuel cut, whereby the inertia energy which the engine 2 has is made constant at that point of time. Thereafter, the inertia energy which the engine 2 has at that point of time is utilized to stop the rotation of the engine 2 .
  • the crank angle can be reliably controlled to stop at the optimal crank angle stop position every time.
  • the motor generator 3 is used to make the number of engine revolution constant. Namely, a rotational driving force from the motor generator 3 is given to the crankshaft at a predetermined timing after the fuel cut (hereinafter, called “motoring”), whereby the inertia energy which the engine 2 has is made constant.
  • motoring a rotational driving force from the motor generator 3
  • the crank angle at the time of stopping the engine is controlled to stop at the optimal crank angle stop position.
  • the waveform 100 represents the variation of number of engine revolution according to the engine stop control of this embodiment.
  • the waveform 101 represents a fuel cut signal in the engine stop control, and the fuel cut is executed when the fuel cut signal is at an H-level.
  • the waveform 102 represents a drive signal (MG drive signal) of the motor generator 3 , and the motor generator 3 is driven during the period in which the MG drive signal is at the H-level.
  • the ECU 70 sets the fuel cut signal to H-level at this point of time, and gives an instruction of the fuel cut.
  • the number of revolution of the engine 2 gradually decreases.
  • the ECU 70 When the ECU 70 detects that the number of engine revolution decreases down to a predetermined motor setting number of revolution NE 2 (time t 2 ), the ECU 70 sets the MG driving signal to the H-level, drives the motor generator 3 , and drives the engine 2 by the motor generator 3 .
  • the motor generator 3 drives the engine 2 at the predetermined motor setting number of revolution NE 2 for a predetermined period (time t 2 to t 3 ), and when the predetermined period elapses, the ECU 70 stops the motor generator 3 (time t 3 ).
  • the engine 2 is rotated only by the inertia energy which the engine 2 has at that point of time (i.e., time t 3 ), and therefore the number of engine revolution gradually decreases, and the engine 2 stops in the vicinity of time t 4 .
  • the driving of the engine 2 is temporarily switched to the driving by the motor generator 3 at the time of stopping the engine, and after the engine 2 is kept at the predetermined number of revolution NE 2 , the driving force of the engine is removed.
  • the inertia energy, which the engine 2 has at the point of time when the driving force is removed, is mainly determined by the number of engine revolution at that point of time. Therefore, by removing the driving force after the number of engine revolution is kept at the predetermined number of engine revolution NE 2 , the engine 2 has the same inertia energy each time, and stops in the same manner.
  • FIG. 6 shows the displacement of the crank angle of the engine 2 after the driving force for the engine 2 is removed.
  • the vertical axis shows the displacement of the crank angle (° CA) of a predetermined cylinder.
  • the “predetermined cylinder” is the cylinder which is in the compression stroke when the crank angle is displaced from 0° CA to 180° CA, for example, the # 3 cylinder.
  • the horizontal axis shows time (second).
  • the vertical axis shows the crank angle displacement (° CA) when the piston corresponding to the predetermined cylinder shifts from the compression stroke to the expansion stroke, and shows the crank angle displacement at every 30° CA from the bottom dead center (0° CA) to the top dead center (180° CA).
  • the horizontal axis shows the lapse of time (0.6 (second)) from the motoring stopping time (0 (second)) until the crank angle of the predetermined cylinder is controlled to stop at the optimal crank angle stop position at every 0.1 (second).
  • FIG. 6 two kinds of graphs are shown. They are a graph 110 for the case in which the number of engine revolution at the time of stopping driving (motoring) by the motor generator 3 is high and a graph 112 for the case in which it is low. Namely, during the time from 0 second to 0.1 seconds, the graph 110 with a large gradient shows the crank angle displacement when the number of engine revolution at the time of stopping motoring is high, and the graph 112 with a small gradient shows the crank angle displacement when the number of engine revolution at the time of stopping motoring is low.
  • the piston corresponding to the predetermined cylinder cannot get over the top dead center (180° CA) of the compression stroke, and the crankshaft of the engine 2 is rotated in the reverse direction until it is near 0.3 second. This is for the following reason.
  • the piston corresponding to the predetermined cylinder approaches the top dead center of the compression stroke, the volumetric capacity in the cylinder gradually becomes smaller, and the pressure becomes higher.
  • the compression reaction force 116 to push back the piston becomes larger in the cylinder. Accordingly, in the vicinity of the top dead center of the compression stroke, the compression reaction force is the largest in the cylinder, and therefore the inertia energy which the engine has at that point of time cannot beat the compression reaction force.
  • the piston corresponding to the predetermined cylinder moves to the bottom dead center of the compression stroke, and the crankshaft 46 of the engine 2 is rotated in reverse again in the vicinity of 0.3 second. Namely, the crankshaft of the engine 2 is rotated in the normal direction.
  • the piston corresponding to the predetermined cylinder firstly descends to the bottom dead center of the compression stroke.
  • the intake and exhaust valves are both in the closed state, and therefore the volumetric capacity inside the cylinder becomes gradually larger as the piton descends to the bottom dead center of the compression stroke. Consequently, negative pressure is formed inside the cylinder, and the negative pressure becomes gradually larger.
  • the piston corresponding to the predetermined cylinder is returned in the direction of the top dead center again by a reaction force 118 caused by the negative pressure.
  • the crankshaft of the engine 2 is rotated in the normal direction again.
  • crank angle stop position converges within a range of the crank angle of 90° CA to 120° CA. If the crank angle stop position ultimately converges within the range of the crank angle of about 90° CA to 120° CA, it is considered that the crank angle is controlled to stop at the optimal crank angle stop position, and the stop control is successful.
  • FIG. 7 shows a schematic configuration of an engine stop position estimating apparatus according to the present invention.
  • a motor control unit 4 executes the engine stop position estimating processing. Specifically, the motor control unit 4 estimates the engine stop position, namely, the crank angle at the time of stopping the engine based on the MG position signal Smg outputted from the motor angle sensor 3 a , the NE signal Sne outputted from the crank angle sensor 90 , the cam angle signal (G 2 signal) Sg 2 outputted from the cam angle sensor 92 and the TDC signal Stdc generated in the ECU 70 .
  • the TDC signal includes two signals (a TDC 1 signal and a TDC 2 signal) which will be described later.
  • FIG. 8 is a table in which the characteristics of the MG position signal, the NE signal, the G 2 signal and the TDC signal described above are organized.
  • the MG position signal is the signal which is outputted from the motor angle sensor 3 a of the motor generator 3 and indicates the rotation angle of the motor shaft.
  • the shaft of the motor generator 3 is connected to the MG pulley 58 as shown in FIG. 2, and is interlocked by the belt 52 with the crankshaft pulley 50 connected to the crankshaft 46 .
  • the MG position signal cannot indicate an absolute angle of the crankshaft because there exists a slip amount of the belt connecting the MG pulley 58 and the crankshaft pulley 50
  • the MG position signal can indicate a relative angle of the crankshaft.
  • the crank angle can be detected with resolution of about 3° CA, although the resolution depends on a pulley ratio of the MG pulley 58 and the crankshaft pulley 50 . Also, since it can be discriminated from the MG position signal whether the motor is rotated in the normal direction or the reverse direction as described above, a reverse rotation signal indicating whether the motor is rotated in the normal direction or the reverse direction can be generated.
  • the NE signal is a detection signal of the teeth 91 a of the signal rotor 91 attached to the crankshaft 46 as described above, with which the absolute crank angle can be detected with resolution of about 10° CA to 30° CA in accordance with the number of teeth 91 a provided at the signal rotor 91 .
  • the cam angle signal (G 2 ) is mainly utilized as a cylinder discrimination signal as described above. Since the camshaft and the crankshaft are connected with each other by a timing belt, a timing chain and the like, the G 2 signal is basically the signal corresponding to the absolute crank angle. However, in the case of the engine employing a variable valve mechanism (VVT), the G 2 signal includes the timing shift.
  • VVT variable valve mechanism
  • the TDC signal is the signal which the ECU 70 or the like generates based on the NE signal outputted by the crank angle sensor 90 , and the TDC signal indicates the time cycle of the TDC. Consequently, 360° CA of the absolute crank angle can be detected with the TDC signal.
  • crank angle estimating processing performs crank angle estimation with high accuracy by combining the outputs of the motor angle sensor at the side of the motor generator and the crank angle sensor and the cam angle sensor at the side of the engine.
  • FIG. 9 shows the concrete example.
  • the crank angle can be detected with the resolution of 3° CA as described above. Accordingly, the crank angle is basically calculated based on the MG position signal. on this occasion, the crank angle is calculated in consideration of the rotation direction of the engine, by utilizing the reverse rotation signal.
  • the NE signal is the signal obtained by detecting the teeth 91 a of the signal rotor 91 attached to the crankshaft 46 , and pulse output does not exist at the portion of the lacked tooth 91 b (corresponding to two pulses in this example).
  • the portion of the lacked tooth 91 b corresponds to the position just before the top dead center (TDC) in a specific cylinder of the engine 2 . Therefore, as shown in FIG. 9, the top dead center of the cylinder is located just after the portion of the NE signal corresponding to the lacked tooth. Consequently, the ECU 70 generates the TDC signal shown in FIG. 9, namely, the signal outputting the pulse corresponding to the top dead center in the cylinder at every 360° CA, based on the NE signal.
  • the ECU 70 divides the TDC signal to generate a signal whose level changes at every 180° CA (a TDC 2 signal in FIG. 9 ).
  • the TDC signal and the TDC 2 signal indicate the absolute crank angle. Consequently, the crank angle signal obtained based on the MG position signal with high resolution is corrected based on the TDC signal or the TDC 2 signal. Thus, the absolute crank angle with high accuracy can be obtained.
  • the timing of 180° CA of the crank angle obtained based on the MG position signal (hereinafter, called “MG estimate crank angle”) and the timing of 180° CA which the TDC 2 signal indicates are compared, as shown in FIG. 9 .
  • the MG position signal includes an accumulative error due to the slip of the belt connecting the MG pulley and the crankshaft pulley, and the error amount is corrected based on the TDC 2 signal.
  • the crank angle estimation is performed in the high accuracy unit (3° CA in this example) based on the MG position signal, and the MG estimate crank angle thus obtained is corrected at every 180° CA based on the TDC 2 signal which gives the absolute crank angle.
  • it is suitable to count up the MG estimate crank angle based on the MG position signal and reset the MG estimate crank angle at every 180° CA based on the TDC 2 signal.
  • the above-described method of generating the TDC 2 signal to perform the correction at every 180° CA is only an example. Any method can be adopted, which corrects the MG estimate crank angle signal by utilizing the signal based on the NE signal or the TDC signal indicating the absolute crank angle. For example, a signal which changes in the level at every 90° CA may be generated based on the TDC signal, and the MG estimate crank angle signal may be corrected at every 90° CA by using this signal.
  • the MG estimate crank angle signal may be corrected at every 30° CA by using the NE signal itself having the accuracy of 30° CA.
  • the MG estimate crank angle may be corrected at every 720° CA by using the G 2 signal. Since the G 2 signal is the cylinder discrimination signal, the MG estimate crank angle can be corrected and the cylinder discrimination can be performed at the same time, by using the G 2 signal, thereby to recognize the stroke of each cylinder at the time of stopping the engine.
  • the MG position sensor can detect the motor rotation angle at the time when the number of engine revolution is low (see FIG. 8 ), it becomes possible to estimate the crank angle accurately from the time of low engine revolution to the stop of the engine, irrespective of whether the MPU sensor or the MRE sensor is used for the crank angle sensor and the cam angle sensor.
  • the above-described crank angle estimating processing is to generate a state signal indicating whether the crank angle estimating processing is performed stably or not, namely, whether the accuracy of the crank angle estimation is sufficient or not based on the error at the time of correcting the MG estimate crank angle.
  • an error caused by the slip of the belt 52 connecting the MG pulley 58 and the crankshaft pulley 50 , and an arithmetic operation error when the MG estimate crank angle is calculated based on the MG position signal are basically conceivable.
  • the error due to the slip of the belt stays within a certain range in accordance with the structure of the belt and the pulley portions, and that the arithmetic operation error of the MG estimate crank angle also stays within a certain range.
  • crank angle estimating processing While the crank angle estimating processing is stably executed with high accuracy, the error between the MG estimate crank angle and the absolute crank angle obtained based on the TDC signal or the like stays within the aforementioned standard error range. Conversely, when the error does not stay within the standard error range, it can be considered that the crank angle estimating processing is in an unstable state, namely, in a state in which the estimate accuracy is not sufficient and the estimated result is not reliable due to some factor. Therefore, the motor control unit 4 sets a state flag such as an estimation accuracy flag.
  • the estimation accuracy flag When the error is within the standard error range, the estimation accuracy flag is set to be ON (indicating the state in which the estimation accuracy is ensured), and when the error is outside the standard error range, the estimation accuracy flag is set to be OFF (indicating the state in which the estimation accuracy is insufficient). Consequently, it can be known more easily by referring to the estimation accuracy flag whether the estimated result of the crank angle estimating processing executed during stop position control is reliable or not. Based on the estimation accuracy flag, various countermeasures can be taken. For example, when the estimation accuracy flag is OFF during engine stop control such as idling stop, the engine stop position estimation result at this time is determined to be unreliable and the engine stop control may be discontinued. Also, when the estimation accuracy flag is OFF, predetermined processing may be executed when starting the engine next time.
  • crank angle is controlled to stop at the optimal crank angle stop position, there is no problem because the probability that the automatic restart is succeeded by the motor generator 3 is high.
  • the crank angle cannot be controlled to stop at the optimal crank angle stop position in the idling stop in some reasons, a proper control is needed at the time of starting the engine, because the automatic restart may fail.
  • the proper start control is executed in accordance with the situation.
  • the causes that the stop control cannot be executed at the optimal crank angle stop position may be mainly that the problem happens to the stop control method by the noise, etc., or that the problems happen to the motor angle sensor 3 a and the crank angle sensor 90 .
  • the first embodiment relates to the start control in which the crank angle is detected by utilizing the output of the crank angle sensor 90 after the engine stop control.
  • the crank angle is not at the predetermined optimal crank angle stop position, e.g., the crank angle is not within a range of the crank angle of 90° CA to 120° CA, even though the stop control of the vehicle 10 is executed in the idling stop, the engine starting load becomes large at the time of restarting the engine 2 . Therefore, if the automatic engine restart is executed by the motor generator 3 at that time, the automatic engine restart may fail due to the shortage of the output torque by the motor generator 3 . Thus, in the embodiment, it is detected, by utilizing the crank angle sensor 90 , whether or not the engine is successfully stopped at the optimal crank angle stop position by the engine stop control. In the case of failure, the ECU 70 executes the start of the engine 2 by the DC starter 1 of the large output torque, not by the motor generator 3 .
  • the engine starting load for the automatic restart of the engine 2 becomes quite large.
  • the stop control fails, as the piston in the compression stroke at the time of the automatic engine restart approaches the top dead center of the compression stroke, the piston receives large compression reaction force. Due to that, at the time of the automatic restart, the engine starting load is generated so that the piston can overcome the compression reaction force to get over the top dead center of the compression stroke. Therefore, in relation with the output torque of the motor generator 3 , the motor generator 3 cannot output the torque sufficient to start the engine 2 by rotating the crank shaft, and the probability that the automatic engine restart fails becomes high.
  • the ECU 70 When the stop control to the optimal crank angle stop position fails, the ECU 70 does not executes the automatic engine restart by the motor generator 3 . Instead, the ECU 70 starts the engine 2 by the DC starter 1 having larger output torque. Thereby, even when the stop control to the optimal crank angle stop position fails, the engine 2 is surely restarted, and the engine restart time from the idling stop state can be short. Thus, without deteriorating the drivability, the demand of the driver to start the engine can be appropriately achieved.
  • FIG. 10 is a flow chart showing the stop and start control method according to the embodiment. It is noted that the ECU 70 executes the stop and start control, basically based on the output signals from the various kinds of the sensors.
  • step S 1 the ECU 70 determines whether or not the engine stop condition is satisfied, e.g., whether or not the brake switch is ON/OFF, and whether or not the number of engine revolution is equal to the predetermined number of engine revolution.
  • the brake switch 78 interlocking with the brake pedal is ON (namely, the condition that the driver is braking the vehicle), and the number of engine revolution is equal to the predetermined number of engine revolution (for example, it is close to 0 (rpm))
  • the ECU 70 determines that the engine stop condition is satisfied, based on the output signals from the sensors which detect each those states (step S 1 ; Yes).
  • the brake switch is OFF, or when the number of engine revolution is not equal to the predetermined number of engine revolution (for example, it is close to 0 (rpm)
  • the ECU 70 determines that the engine stop condition is not satisfied.
  • step S 2 the ECU 70 stops the engine 2 by the engine stop control.
  • the crank angle is controlled by the engine stop control to be at the optimal crank angle stop position. Namely, as described above, a fuel injection cut is executed to each cylinder in the idling state, and the motoring is executed at the predetermined timing. As a result, the inertia energy of the engine 2 is kept constant, and the number of engine revolution finally becomes 0 (rpm) to stop the engine 2 (step S 2 ).
  • step S 3 the detection of the crank angle stop position after stopping the engine is executed.
  • the motor control unit 4 executes the detection of the crank angle by using the crank angle sensor 90 capable of detecting the absolute crank angle, in response to a command signal from the ECU 70 (step S 3 ) . By this, the crank angle after the stop control is detected.
  • step S 4 the ECU 70 receives the output signal from the motor control unit 4 , and determines whether or not the crank angle detected in step S 3 is within the predetermined range, i.e., whether or not the vehicle is controlled to stop at the optimal crank angle stop position.
  • the ECU 70 determines whether the engine is started by the motor generator 3 or by the DC starter 1 , in accordance with the state of the crank angle stop position.
  • the crank angle is at the optimal crank angle stop position, the engine starting load for restarting the engine 2 becomes small. Therefore, since the engine 2 can be appropriately restarted by the output torque from the motor generator 3 , the ECU 70 sets the next start method of the engine 2 to the engine start by the motor generator 3 (step S 5 ).
  • the ECU 70 sets the next start method of the engine 2 to the engine start by the DC starter 1 having the output torque larger than that of the motor generator 3 (step S 6 ).
  • step S 7 the ECU 70 determines whether or not the engine start condition is satisfied, based on whether or not the brake switch is turned from ON to OFF.
  • the brake switch 78 interlocking with the brake pedal is turned from ON to OFF, i.e., when the driver takes his or her foot off the brake pedal
  • the ECU 70 determines that the engine start condition is satisfied based on the output signal from the sensor detecting the state (step S 7 ; Yes).
  • the ECU 70 starts the engine 2 by the engine start method which is set in step S 5 or S 6 (step S 8 ).
  • the ECU 70 determines that the engine start condition is not satisfied based on the output signals from the sensors detecting the state (step S 7 ; No), and does not start the engine 2 until the engine start is permitted.
  • the ECU 70 detects the absolute crank angle after the stop control by the crank angle sensor, and selects the optimal engine starting method according to the state. Therefore, the next engine restart can be promptly and reliably executed.
  • the ECU 70 can inhibit the idling stop afterward by determining that a certain problem happens to the stop control function of the engine.
  • the stop control to the optimal crank angle stop position fails, as explained above, the engine starting method is changed to the engine start control method by the DC starter 1 each time, which brings about the deterioration of the drivability during the automatic engine start. Since the DC starter 1 is utilized many times for the engine restart, problems may also happen to durability (useful life) of the DC starter 1 .
  • the large current for example, 600 to 800 A (ampere) flows in the engine start. Due to this, if the engine restart by the DC starter 1 is often repeated, a contact point (brush) which supplies the power to the DC starter 1 is easily worn down. As a result, the useful life of the DC starter is remarkably shortened. Therefore, the ECU 70 prohibits the idling stop afterward. Due to this, it can be prevented that the engine restart by the DC starter 1 is repeated many times, and the drivability deterioration responding to the start demand of the driver can be avoided and the solution of the problem about the durability of the DC starter 1 is possible.
  • step S 6 of the flow chart of the stop and start control shown in FIG. 10 the number of the failure of the stop control to the optimal crank angle stop position is counted, and the number is compared with a predetermined number. If the counted number is larger than the predetermined number, the ECU 70 determines that a certain problem happens to the stop control function, and inhibits the idling stop afterward. Due to this, since it can be prevented that the engine restart is executed many times by the DC starter 1 , the problem about the durability of the DC starter 1 can be solved. It is noted that the setting for inhibiting the idling stop can be released when the problem of the stop control method is solved.
  • the second embodiment In the first embodiment, it is detected, by the crank angle sensor, whether or not the engine is successfully stopped at the optimal crank angle stop position after the engine automatic stop control for the idling stop. Instead, in the second embodiment, the detection is executed by utilizing the estimating processing of the crank angle.
  • the ECU 70 does not perform the automatic engine restart by the motor generator 3 , and instead, starts the engine 2 by the DC starter 1 having the larger output torque.
  • the reliability that the actual crank angle stop position is within the optimal crank angle 90° CA to 120° CA is low. Even though the estimating accuracy of the crank angle stop position is low, there is no problem if the crank angle stop position is actually within the crank angle 90° CA to 120° CA. However, if the crank angle stop position is not within the crank angle 90° CA to 120° CA, the engine starting load becomes large, and it is possible that the automatic engine restart by the motor generator 3 fails.
  • the ECU 70 avoids the automatic engine restart by the motor generator 3 , and starts the engine by the DC starter 1 having the larger output torque.
  • the engine restart from the idling stop can be reliably performed.
  • FIG. 11 is a flow chart showing the stop and start control of the engine according to the second embodiment. It is noted that the ECU 70 executes the stop and start control, basically based on the output signals from various sensors.
  • step S 11 when the engine stop condition is satisfied, the processing moves to step S 12 .
  • the engine 2 stops, and the crank angle is controlled to stop at the optimal crank angle stop position.
  • step S 13 based on the output signal from the crank angle sensor 90 and the motor sensor 3 a , the ECU 70 determines whether or not the estimation of the crank angle stop position is possible. In concrete, the ECU 70 determines whether or not the output signals are appropriately obtained from the crank angle sensor 90 and the motor angle sensor 3 a .
  • step S 14 step S 13 ; Yes
  • step S 17 step S 13 ; No
  • step S 17 step S 13 ; No
  • the ECU 70 sets the next engine start method to the engine start by the DC starter 1 (step S 17 ).
  • step S 14 the motor control unit 4 executes the estimation of the crank angle stop position based on the command signal from the ECU 70 .
  • the motor control unit 4 executes the estimation of the crank angle stop position by utilizing the MG position signal from the motor angle sensor 3 a , the NE signal from the crank angle sensor 90 and the TDC signal from the ECU 70 , in the above-described method.
  • step S 15 the ECU 70 refers the above-described estimation accuracy flag, and determines whether or not the estimation accuracy of the crank angle stop position is high. Also, at the same time, the ECU 70 determines whether or not the estimated crank angle is within the predetermined range, i.e., whether or not the vehicle is controlled to stop at the optimal crank angle stop position. When the estimation accuracy of the crank angle stop position is high and the estimated crank angle is within the predetermined range, the ECU 70 sets the next start method of the engine 2 to the engine start by the motor generator 3 (step S 16 ).
  • the ECU 70 sets the next start method of the engine 2 to the engine start by the DC starter 1 (step S 17 ).
  • the optimal engine start method is selected according to the estimation accuracy of the crank angle stop position after the stop control, the restart of the engine 2 can be promptly and reliably executed.
  • step S 18 the ECU 70 determines whether or not the engine start condition is satisfied, for example, the driver takes his or her foot off the brake pedal (the brake pedal is OFF).
  • the ECU 70 starts the engine 2 by the engine start method which is set in step S 16 or S 17 (step S 19 ).
  • the optimal engine start method can be selected by taking account of the estimation accuracy of the crank angle stop position after the stop control, and hence the next restart of the engine 2 can be promptly and reliably executed.
  • the ECU 70 can determines that a certain problem happens to the estimating processing of the crank angle and inhibit the idling stop afterward. Thus, it can be prevented that the engine restart is repeated many times by the DC starter 1 , and the problem about the durability of the DC starter 1 can be solved.
  • step S 17 of the flow chart of the stop and start control shown in FIG. 11 the number of the failure of the stop control to the optimal crank angle stop position is counted, and the counted number is compared with the predetermined number. If the counted number is larger than the predetermined number, the ECU 70 determines that the problem happens to the estimating processing of the crank angle and inhibits the idling stop afterward. By this, since it can be prevented that the engine restart is executed many times by the DC starter 1 , the problem about the durability of the DC starter 1 can be solved. It is noted that the setting of the idling stop inhibition can be released when the problem of the stop control method is solved.
  • the third embodiment is characterized in that, in such a case, the automatic engine restart by the motor generator 3 is avoided and the control is changed to the engine restart method by the DC starter 1 .
  • the vehicle 10 is moved by the accidental force.
  • the vehicle 10 of automatic transmission hereafter, it is called “AT vehicle”
  • the AT vehicle may happen to be slowly moved by the slope of the climbing lane.
  • the AT vehicle can be intentionally moved.
  • the crankshaft is rotated according to the rotation of the wheels 8 . Due to this, the crank angle at the optimal crank angle stop position can get out of the range of the optimal crank angle stop position. If the crank angle becomes out of the range of the optimal crank angle stop position, the engine start load in starting the engine becomes large. Because of this, the probability that the automatic engine restart by the motor generator 3 fails becomes high. Therefore, when the crank angle gets out of the range of the optimal crank angle stop position, the ECU 70 avoids the automatic engine restart by the motor generator 3 and selects the engine starting by the DC starter 1 having the larger output torque, in order to reliably start the engine.
  • the ECU 70 detects the crank angle by the crank angle sensor 90 capable of detecting the absolute crank angle, and determines whether or not the detected crank angle is within the range of the optimal crank angle stop position.
  • the ECU 70 executes the next automatic engine restart by the motor generator 3 .
  • the ECU 70 executes the next engine automatic start by the DC starter 1 having the larger output torque.
  • the automatic engine restart may fail.
  • the control is changed to the engine start method by the DC starter 1 after the failure of the automatic engine restart, it takes a very long time to actually start the engine. Therefore, in the third embodiment, when the crank angle is moved out of the range of the optimal crank angle stop position after the stop of the vehicle, the control is changed to the engine start by the DC starter 1 , without trying the automatic engine start by the motor generator 3 .
  • the start of the engine 2 can be promptly and reliably executed.
  • FIG. 12 is a flow chart showing the stop and start control of the third embodiment. It is noted that the ECU 70 executes the stop and start control, basically based on the output signals from various sensors.
  • steps S 101 to S 107 are identical to the processing steps S 1 to S 7 in the flow chart of the first embodiment shown in FIG. 10 .
  • the crank angle is detected by the crank angle sensor after the stop control of the engine, and it is determined whether or not the detected crank angle is at the optimal crank angle stop position. Based on the determined result, the next engine starting method is set to the start either by the motor generator 3 or by the DC starter 1 .
  • step S 107 the ECU 70 executes the detection of the crank angle by utilizing the crank angle sensor again, before the engine start. In short, the ECU 70 confirms that the crank angle does not change after the stop of the vehicle.
  • steps S 108 to S 111 the processing identical to the processing in steps S 103 to S 106 is performed. Namely, when the crank angle is at the optimal crank angle stop position immediately before the automatic engine start, the start by the motor generator 3 is set. When the crank angle is not at the optimal crank angle stop position, the start by the DC starter 1 is set.
  • step S 112 the ECU 70 restarts the engine by the engine start method which is set in step S 110 or S 111 . By this, the engine restart can be promptly and reliably performed.
  • crank angle it is determined whether or not the crank angle is controlled to stop at the optimal crank angle stop position, both after the engine stop and immediately before the engine start. However, it may be determined whether or not the crank angle is controlled to stop at the optimal crank angle stop position only immediately before the engine start, and the next engine start method may be set in accordance with the detected result.
  • the system can be configured such that the fuel injection is performed to the predetermined cylinder which is in the expansion stroke of in the stop control in advance, and when the stop control to the optimal crank angle stop position is succeeded, the fuel is combusted to generate explosion energy to start the engine 2 at the time of starting the engine.
  • the restart of the internal combustion engine can be performed in the prompt and reliable manner, in accordance with the crank angle state after the stop control.
  • crank angle stop position is confirmed again immediately before starting the engine, the restart of the internal combustion engine can be performed in the prompt and reliable manner, even if the crank angle stop position is changed in some reasons after the engine stop control.
US10/762,539 2003-02-04 2004-01-23 Stop and start control apparatus of internal combustion engine Expired - Lifetime US6807934B2 (en)

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DE102004005268B4 (de) 2019-07-18
JP2004239111A (ja) 2004-08-26
US20040149247A1 (en) 2004-08-05

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